Triple valve for brakes.



` J. DOYEN. TRIPLE VALVE FOR BRAKES. APPLIOATION FILED JULY 1,1906.

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Witnesses.

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J. DOYEN. TRIPLE VALVE POR BRAKES. APPLIoATroN FILED AJULY 1,1903.

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Witnesses.

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Patented June 1, 1909.

J. DOYEN. TRIPLE VALVE FOR BRAKES. APPLIOATION FILED JULY,11908.

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Witnesses.'

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Patented June 1,1909.

J. DOYEN. TRIPLE VALVE FOR BRAKES. PPLIOATION FILED JULY 1,1909.A

Patented June 1,1909.

Witnesses. ywLg-V J. DOYEN. TRIPLE VALVE EUR BRAKES. APPLIOATION FILED JULI 1.1909.

Patented June 1,1909.

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Witnesses. Inventor.

JOSEPH DOYEN, OF SGHAERBEEK, NEAR BRUSSELS, BELGIUM.

'.LRIFLE VALVE FOR BRAKES.

Specification of Letters Patent.

Patented .Tune l, 1909.

Application led July l, 1908. Serial No. 441,372.

To all whom it may concern:

Be it known that l, JOSEPH DoYnN, a subject of the Kingdom of Belgium, residing in Schaerbeek, near Brussels, in Belgium, 229 Rue Royale Ste. Marie, have invented certain new and useful Improvements in Triple Valves for Brakes; and do hereby declare the following to be a full, clear` and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to figures of reference marked therein, which form a part of this specification.

The invention applies to a triple valve for brakes similar to the Westinghouse air bra-ke, and consists of the addition of a disk piston or diaphragm between the train pipe and the main piston valve to the eX- isting triples. The result is as follows:

l. 1U oclemze applications-It reduces the loss of air from the auxiliary reservoir between the beginning of the reduction of pressure in the train pipe and the covering of feed groove by the fall of the main piston. On long trains this loss of air is sufficient to affect the braking.

2. Emergency application-It weakensl momentarily the effect of the reduction in the train pipe on the main piston in such a way that this big reduction does not give a full application.

By means of this disk or secondary piston the reduction of pressure can be made throughout the train and yet cause only a light brake application on each coach, and a full application can be made on the last coaches before the middle ones giving to the most powerful brakes a simultaneity of action which prevents any bunching of the train or rupture of the couplings.

The Figures 1, 2 and 3 are vertical sections through a. Z2. c. CZ. (Fig. t) showing the running, light application and emergency positions of the triple valve. Fig. t is a horizontal section. Fig. 5 a vertical section by e f (Fig. f1) showing the triple valve in the running position. Fig. 6 is a vertical section showing an arrangement which can be used instead of the valve 11, Figs. 1, 2 and 3. Fig. 7 shows in elevation the groove 1a given in section in Figs. 1, 2 and 3.

1n Fig. 1: lzbody of an ordinary FVestinghouse triple, 2:main piston, '3:pipe from triple to the train pipe.

Air from the train pipe enters below the secondary piston 6, the disk or secondary piston mentioned above, and the chamber 17 above this. piston 6 by the passage 211, the valve 22 and the passage 21 (see Fig. 5). The brake auxiliary reservoir is charged from the chamber 17 in the usual way by the feed groove 4L (see Fig. 1). At the same time a small additional reservoir 1o1 shown in Figs. 2 and 3 is charged from 17 through the passages 15 and 16. fr weak spring 7 holds the secondary piston 6 in the place shown in Fig. 1, and bears on a cage S which controls the slide valve 10 and is itself held up by the strong spring 9. Then the slide valve 10 falls, the valve 11 is lifted by the air in the train pipe which then escapes to the atmosphere by the open ing 13. The tension of the spring 12 controls the reduction of pressure in the train pipe t-he slide valve can cause.

For moderated applications the air from the chamber 17 tothe train pipe passes through the groove 14: The slight reduction made by the driver in the train pipe and consequently under the piston 6 has no effect on the chamber 17 and the main piston 2 so long as it does not overcome the spring 7, as the feed groove 14 is below the secondary piston G. By these means the losses of air from the auxiliary reservoir while the reduction is made are avoided. As soon as the reduction is enough to compress the spring 7, the piston 6 falls and connecting the train pipe and the chamber 17 by the groove let (see Fig. 2) suddenly causes in 17 a suflicient drop for the main piston to fall and close the feed grooves.

In emergency applications on account of the serious drop of pressure in the train pipe, the piston 6 completes rapidly its downward stroke (see Fig'. 3) compressing not only the weak spring 7 but also the spring 9 which is made much stronger so as to be unaffected by the small reductions under light applications; the piston also moves the cages S and the slide valve 10. The air then escapes from the train pipe through the valve 11 and the opening 13 insuring that the reduction will travel very rapidly down the train pipe. By means of the spring 12 which loads the valve 11 this reduction of pressure is limited in such a way that the pressure remaining, with the tension of the spring 20, is able to keep the valve 19 shut against the high pressure on the other side of this valve c'. e. in the chamber 17 and the supplementary reservoir which is open to this chamber by means of the passages 15 and 1G. Through the increase of volume of chamber 17 due to the piston falling and to the escape of air from this chamber during the travel of the piston before the groove 14C, the pressure in 17 falls but slightly as the supplementary reservoir supplies at once air through the passages 1G and 15. 1n fact by making the capacity of this supplementary reservoir large enough this reduction can be kept in very small limits. The result is the main piston is subjected to a slight reduction and that the passage of the reduction of pressure through a train causes a light brake application instead of a full one.

On the last coach the train pipe is coupled to a lVestinghouse accelerator which is arranged to give a large opening to the atmosphere as soon as it feels the heavy reduction in the train pipe transmitted as described above. The train pipeempties very quickly through the back of the train and the pressure quickly becomes so little that in spite of the spring 20, the valve 19 is opened by the pressure in the chamber 17 and the supplementary reservoir. On this valve opening the air from t-he chamber 17 leaks into the train pipe by the passages 15, 16 and 1S reducing the pressure so much that the main piston falls to the full brake position. This action repeats in the last but one coach and soon throughout the train, beginning from the tail of the train.

Briefly a full application is obtained by a preliminary light application which beginning as the front of the train passes to the rear, followed by the full application in the reverse direction. In practice the drivers brake valve being open during the application the pressure in the front of the train falls rapidly in the train pipe so that the valves 19 of the first coaches open almost at the same time as those on the last. Consequently the brake goes on almost simultaneously throughout the train allowing the use of powerful braking without fear either of the shocks caused in the front of the train by comoressing the buffers or of breaking apart.

To limit the reduction of pressure due t0 the rapid action in the train pipe, in place of the valve 11 and the spring 12, the slide valve as shown on Fig. G, can be connected by a passage 2S to a reservoir of known capacity. This slide valve 25 then is i'itted with the groove 26 which in the running position establishes communication between the reservoir and the atmosphere by means of the passages 2S and 27. If the valve Q5 falls under the action of the piston 6 the passage 2S is closed to the atmosphere but opened to the train pipe the volume of which .is thus suddenly increased by that of the reservoir which is at atmospheric pressure. The pressure in the train pipe falls proportionately to the ratio of the volume of the reservoir to that of the train pipe and so determinable beforehand.

Claims 1. The combination with a triple valve having main and auxiliary pistons forming a chamber between them, of means to maintain pressure between the pistons during partial movement of the auxiliary piston caused by a slight reduction of train pipe pressure.

The combination with a triple valve having main and auxiliary pistons forming a chamber between them, of means to maintain pressure between the pistons during partial movement of Athe auxiliary piston and a device to vent said means and the chamber upon a full reduction of pressure and a complete movement of the auxiliary piston.

3. ln combination with a train pipe, a triple valve casing` communicating therewith, a main piston and an auxiliary piston mounted in the casing forming a chamber between them, of means to convey air from the train pipe beneath both pistons and means independent of the aforesaid means to connect the chamber with the train pipe.

-l-. In combination with a train pipe, a triple valve casing communicating therewith, a main piston and an auxiliary piston mounted in the casing forming a chamber between them, of means to convey air from the train pipe beneath both pistons, and a groove in the casing below the normal position of the auxiliary piston to connect the chamber and train pipe.

5. ln combination with a train pipe, a triple valve casing communicating therewith, a main piston and an auxiliary piston mounted in the casing forming a chamber between them, of means to convey air from the train pipe to a space below the auxiliary piston, passages connecting said space with the chamber, means to automatically close said passages by pressure in the chamber, and means to connect the latter with the train pipe.

6. In combination with a train pipe, a triple valve casing communicating therewith, a main piston and an auxiliary piston mounted in the casing forming a chamber between them, of means to convey air from the train pipe beneath both pistons, means independent of the aforesaid means to connect the chamber with the train pipe, means to disconnect the chamber and train pipe, means to vent the train pipe to the atmosphere, a

supplemental reservoir, a passage connecting the latter and chamber, and a valve in the passage.

7. In combination with a train pipe, a triple valve casing communicating therewith a main piston and an auxiliary piston mounted in the casing forming a chamber between them, of means to'conduct air from the trainpipe to a space below the auxiliary valve, valved passages connecting said space and chamber, a groove inthe casing below the normal position oi the auxiliary valve, a port below the auxiliary piston communicating with the atmosphere, and a valve connected with the auxiliary piston to control said port.

.8. In combination with a train pipe, a triple valve casing Communicating therewith, a main piston and an auxiliary piston mounted in the casing forming a chamber between them, of means to convey air from the train pipe to a space below the auxiliary piston, valved passages connecting said space with the chamber, a groove in the casing below the normal position of the auxiliary piston adapted to connect the chamber with the train pipe, a port below the auxiliary piston communicating with the atmosphere, a valve connected with the auxiliary piston to control said port, a spring actuated valve to close said port, a supplemental reservoir, passages connecting the latter with the chamber, and a spring actuated valve to control the last named passages.

In testimony that I claim the foregoing as my invention, I have signed my name in presence of two subscribing witnesses.

JOSEPH DOYEN.

Titnesses HENRI RAoLoT, GEORGES VANDER HAEGHEN. 

